Stabilizer



A. 1. MACY. STABILIZER.

APPLlCATiON FILED MAR. 25,1916.

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Z 7 a M2 m 7 A. J. MACY.

' STABILIZER.

APPLICATION FILED MAR. 25. 1916.

' Patented Jam. 6, 1920.

6 SHEETS- SHEET 2.

INELJLATIEIN & Z9 o 9 25 f mp 424 Ll INEULATIELN l] i 5 A. J. MACY.

STABILIZER.

APPLICATION FILED MAR. 25, 1916. 1,327,055. Patented Jan. 6, 1920. I 6 SHEETS-SHEET a.

My" fl A. J. MACY.

STABILIZEH.

APPLICATION FILED MAR. 25. me.

Patented Jan. 6, 1920.

6 SHEETS-SHEET 4.

IINELILATIDN A. J. MACY.

STABILIZER.

APPLICATION FILED MAR. 25, l9l6.

' 1,327,055. Pa tented Jan. 6, 1910.

6 SHEETS-SHEET 5 41 F umuuu A. J. MACY.

STABILIZER.

APPLICATION FILED MAR. 25. 1916.

'1 27,055 Patented Jan. 6, 1920.

6 SHEETS-SHEET 6.

UNITED STATES PATENT OFFICE.

ALFRED J. MACY, or CHICAGO, ILLINOIS, ASSIGNOR TO MACY ENGINEERING COMPANY,

OF FRANKLIN, PENNSYLVANIA, A CORPORATION OF MAINE.

STABILIZER.

Specification of Letters Patent;

Patented J an. 6, 1920.

To all whom it may concern:

Be it known that I, ALFRED J. MACY, a

citizen of the United States, and a resident of the city of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Stable lizers; and I do hereby declare that the following is a full, clear, and exact description of the same, reference being had to the accompanying drawings, and to the numerals of reference marked thereon, which form a part of this specification.

This invention relates to an automatically acting mechanism for controlling or operating the controlling means for an airship in flight. Many different types of balancing or stabilizing devices have been designed heretofore with the end in view of automatically setting mechanisms in operation to actuate the controlling means for air vehicles and for adjustment of the guiding or balancing means. No attempt, however, has been made to provide a device designed to act diflerently according to the intensity or degree of deviation of the vehicle from a predetermined course or attitude of.movement, nor to take into account the effectof upwardly or downwardly moving currents of air which, although they may not change the angular position of the machine relative the earth, still do effect a change in the angle of incidence of flight of the machine, which may prove very dangerous.

It is an object therefore of this invention to construct a balancing or stabilizing device adapted to. correct deviations in flight,- for example of an aeroplane from its proper attitude by successive actuation of the controlling devices to secure increasing increments of adjustment thereof.

It is also an object of this invention to construct a balancing or stabilizing device for aeroplanes embracing a plurality of gravity acting means for the different-controlling surfaces of the aeroplane acting independently to operate the same to maintain the aeroplanein a proper attitude in flight.

It is also an object of this invention to construct an automatically operating mechanism for adjusting the controlling means of a vehicle to maintain the same in a proper operative attitude with respect to the earth, said mechanisms adapted to operate difl'erently for different degrees of deviation o1" deflection of the vehicle from its proper attitude, so thatthe restoring effect bears a direct relation to the amount and abruptness of deviation of the vehicle, and furthermore said mechanism acting to correct the angle of flight of the machine when affected by cross currents which do not change the relative angle of the machine with respect to the earth, but may cause a dangerous angle of incidence'to be set up.

It is also an Important object of this invention to construct a stabilizing or balancing mechanism for aircraft embodying tilta'bly mounted instrument boards or tables, one for longitudinal and one for lateral controls, carrying circuit operating means thereon which, through interaction with gravity acting means mounted on said boards, act to operate controlling devices for the guiding and balancing means of the aeroplane, whereby a greater or increasing restoring effect is obtained to overcome 1n-' creasing or abnormal deviations in flight of the aeroplane from its proper flying attitude. T

It is furthermore an object of this invention to construct a balancing or controlling mechanism for a vehicle sensible to small deviations in movement thereof from a proper attitude and capable of operation with an increasing restoring efi'ect for sudden and abrupt deviations of the vehicle from proper attitude.

The invention (in a preferred form) is illustrated in the drawings and hereinafter more fully described.

In the drawings: i

Figure 1 is a fragmentary side elevation partly broken away, of an aeroplane equipped with a device embodying the principles of my invention.

Fig. 2 isa top plan View thereof with parts shown in section.

Fig. 3 is arr-elevation of one of the tiltable instrument boards or tables.

Fig. 4c is an edge view thereof.

Fig. 5 is a rear elevation of said instrument board.

Fig. 6 is a detail section taken on line 66 f Fig. 3.

Fig. '7, is a fragmentary detail section taken on line 7-7 of Fig. 6.

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Fig. 8 is a central vertical section taken through the clutch and relaybox.

Fig. 9 is a section on line 9-9 of Fig. 8.

Fig. 10 is a section on line 104-10 of Fig. 8.

. Fig. 11 is an elevational view of the rear wall of the clutch and relay box.

Fig. 12 is a, sectional detail View illustrating the means by which a brush is mounted for one of the magnetic clutches.

Fig. 13 is a detail elevational view of one of the gravity acting levers.

Fig. 14 is a side elevation thereof.

Fig. 15 is a top plan view of the sliding brush mechanism connected to the controlling cables of the aeroplane.

Fig. 16 is 'a detail sectiontaken on line 16'16- of Fig. 15, with parts omitted and parts shown in elevation.

Fig. 17 is a diagrammatic view of the driving mechanisms between the power plant of the aeroplane and the automatic controlling means. '1

v Fig. 18 is a detail section takenon line 18-18 of Fig. 17.

Fig. 19 is a diagrammatic view illustrating the connection between an auxiliary automatic actuating mechanism and the stabilizing means.

Fig. 2 0 is an enlarged detail section taken on line 2020' of Fig. 19.

Fi 21 is an enlarged plan View of the switc plate of the mechanism shown in Fig. 19.

Fig. 22 is a fragmentary side elevation of the switch plate and contact brush mechzv nism therefor.

Fig. 23 is a'sectiontaken on line 23- 23 of Fig. 4.

Fig. 24 is a scheme of the entire electrical connections.

Fig. 25 is a fragmentary detail showing the centralizing spring for one of the controlling levers.

Fig. 26 is a similar view of the spring for the other of said levers.

As shown in'the drawings:

As shown in Figs. 1 and 2, the aeroplane consists of upper and lower surfaces 1 and 2, respectively, with a body 3, shown fragmentarily, mounted therebetween and within which the power plant and operating mechanisms for the controls of the aeroplane are situated. The lateral controls or ailerons (not shown) are interconnected and operated by cables, that for the right wing of the aeroplane denoted by the reference numeral '4, and that for the left wing by the reference numeral 5. These cables lead into the operating compartment in the body 3, and are attached at their ends to the same up right a shaft 7, journaled longitudinally in the body 3, permitting said shoulder piece to be oscillated by the shoulders of an operator seated within the body to thereby operate the controlling cables 4 and 5. The oscilshoulder piece 6, which is secured upon latory movement of the member 6, from normal or central position is resisted by springs 6, connected on the framework of the body 8. At the forward end of said shaft 7, a

U-shaped bracket or yoke 8, is secured theresaid yoke or bracket 8, constitutes the stabilizing means of the aeroplane, and cables 9 and 10, respectively, are connected to said yoke 8, and lead through a partition 11, and over idler sheaves mounted on the rear surface thereof, and are there wound about drums hereinafter described, for actuating the same.

The cables for longitudinal control are denoted by the reference numerals 12 and 13, respectively, and are each connected to a pivoted lever 14, movement of which from normal or central position is resisted by springs 14*. Also connected to said lever 14, are cables 15 and 16, respectively, which lead through the partition 11, and are there trained about idler sheaves leading to the automatically controlled drums hereinafter described. A spring 17 is connected in the cable 16, to hold the same tensioned and take up any slack in the other of the cables connected to said lever 14.

As clearly shown in Fig. 2, pivotally mounted at one side of the compartment in .the'body 3, is a vertical longitudinally dis- The instrument boards are exactly similarv in construction and an enlarged detail view of the one for lateral control is shown in Figs. 3, 4, and 5. Pivotally mounted on the front surface of said lateral control board 19, which is preferably constructed of any insulating material, such as wood, composition, fiber, or the like, is a small centrally disposed gravity acting main lateral plumb lever 21. Said main lateral lever 21, is provided on each edge thereof, as shown in detail in Figs. 13 and 14, with springs 22 and 22*, respectively, aflording contact points for terminal posts 23 and 23, respectively. The lateral control board 19, is provided with two similar gravity acting or plumb contact levers for the lateral controls of the aeroplane, and the contacts, circuits and controlling mechanisms operated thereby are exactly similar and 24 and 24, respectively, and surrounding each thereof, as shown in detail in Fig. 6, are insulating sleeves 25" and 25 respectively. Hung pivotally on the outer end of each of the bolts 24 and 24', respectively, are. secondary gravity acting right and left lateral control plumb levers 26 and 26 Secured on the inner edge of each of said secondary right and left lateral control plumb levers 26 and 26", respectively,

are resilient contact members 27 and 27 and secured upon the board 19, are adjustable terminal posts 28 and 28", respectively, normally contacted by said plumb lever contact members. Also secured upon said lateral control board 19, on the outer side of each of said right and left lateral control plumb levers, are adjustable terminals 29 and 29", respectively, each adapted to be contacted by theend of one of the contact springs 30 and 30", respectively, also mounted on the board, but normally retained from contact with said terminals 29 and 29*, by L-shaped extensions 31 and 31*, respectively, on said plumb levers;

Journaled on each ofthe insulating Sleeves 25 and 25", respectively, are contact levers 32 and32", respectively, which project downwardly substantially parallel and at one side of the right and left lateral con trol'plumb levers 26 and 26 and at their lower ends are each provided with a contact point adapted to close against contact points provided on the respective plumb levers, and an lL-shaped extension 33 and 33 is providedrespectively on said plumb levers to engage around said depending flevers 32 and 32 to limit'movement thereof away from the plumb levers. Each of said contact levers 32 and 32, respectively, is provided with a friction shoe denoted respectively by the reference characters 34 and 34, shown in detail in Fig. 7,, adapted to bear upon the insulating sleeves, and each adjustable by means of a threaded bolt and nut to increase or decrease the friction, so that there is a tendency for said contact levers'to move as a stationary element with said lateral control board 19. Surrounding the hub extensions of each of said contact levers 32 and 32 respectively, are insulating sleeves 35 and 35 respectively, extending through said- 37 and 37, respectively, adapted to engage Formed on each of the plumb levers are long extensions thereof from said right and left lateral control plumb levers. As clearly shown indetail in- Fig. 6, metallic conductor sleeves or collars are provided for the respective levers I 32 and 36', and 32 and 36 respectively, and connected to said metallic conductor sleeves are wires 38% 38", 39 and 39", respectively, and to the pivot bolts 24 and 24 are connected the respective wires 40 and 40*.

Referring next to the magnetic clutches and drums actuatable thereby for the respective cables 9, 10, 15, and 16, mounted upon said partition 11, is a boxor casing 41, having journaled horizontally therein an upper shaft 42, and a lower shaft 43. Secured centrally on each of said shafts are worm wheels 44 and 45, respectively, and projecting into the-casing and journaled at its end therein, is a shaft46, with a worm 47, secured thereon, meshing with said respective worm wheels, said shaft 46, connected in any suitable manner to be driven by the power plant or engine of the aeroplane, which may be denoted by the reference numeral 48, as shown in Fig. 17.

Rigidly associated with the worm wheel 44, is a pair of magnetic clutch elements 49? and 50, respectively, and similarly associated with the worm wheel 45, to rotate therewith, are magnetic clutch elements 49 and 50, respectively. Connected to coact with said magnetic clutch elements are pinions 51*, 51', 52, and 52, respectively, which are journaled to freely rotate on the respective shafts 42 and 43,- and each is provided with a magnetic plate rigidly secured thereto adapted to be attracted by one of said magnetic clutch elements when the coils thereof are energized, so that the respective pinion is caused to rotate therewith. I

Journaled in bearings provided forthe purpose, is a shaft 53, parallel to said respective shafts, 42 and 43, and journaled thereon are drums 54 and 55, each of which has rigidly connected thereto a relatively large gear 57 and 58, respectively, one for each of said drums, with the gear 57 meshing with the pinions 51* and 51 and the gear 58 meshing with the pinions 52 and 52 respectively.- The construction of the magnetic clutches well known, but a detail, however, is shown in Fig. 12, and as shown said magnetic clutch consists of a,

plurality of magnetic coils 59, connected to one another with one terminal grounded and the other leading to a contact ring 60. on the exterior of the insulating casing in which said coils are mounted,and a spring impelled brush insulated-from and mounted in the walls of the casing 41, bears upon said contact ring. A plurality of brushes are provided, one for each of the magnetic clutch elements, and are denoted respectively by the reference numerals 61 and 61 and 62 and 62 Secured upon the rear exterior tively by the reference numerals 66 66 and 67 and 67. Also mounted upon said insulating plate 63, are a pair of terminals for each of said respective armature bars, said terminals being denoted respectively by the reference numerals 68 68 69 69", 70, 7 0 and 71 and 71 and said armature bars I are pivoted and normally closed against one of said terminals provided therefor and when the relay is energized, swing in position to close against the other thereof.

Secured upon the side wall of the operators compartment in the body 3, as shown in Figs. 1 and 2, is an insulating, plate 72, which, as shown in the detail View in Fig. 15, has mounted thereon long cont-acts or terminal members 73 and 73 and 74 and 74 respectively, and connected in the controlling cable 15, is an insulating rod 75, having secured thereon brushes 7 6 and 76 respectively, constructed as shown in Fig. 16, which bear against said long contact members 73 and73 and 74 and 74", as well-as against long contact terminal membars 7 7 a and 7 7", respectively.

As already stated, the main driving shaft 46, for the clutch elements is connected to,

the power plant or engine 48, of the aeroplane for movement thereby, but an auxiliary emergency mechanism is provided, as shown in Fig. 17, to drive said main clutch driving shaft 46, in the event that the en .gine 48, becomes inoperative or is stopped or slowed down an excessive amount. for an reason whatsoever. As shown in Figs. 17

' and 18, the shaft 46, has secured thereon a ratchet wheel 78, and abutting thereagainst and secured to any shaft 79, driven by the engine, is a plate or disk 80, having a plurality of spring impelled pawls 81, thereon, adapted to engage the ratchet wheel and thus impart a drive to the shaft 46, from the shaft 79. Secured upon the engine driven shaft 79, is a pulley 82, associated with a centrifugal governor 83, which is connected to a conductor plate 84, feathered on said shaft 79, so that when said shaft 79, is rotating the centrifugal governor acts to draw said conductor plate or disk 84, in-

wardly against a brush contact 85. A -gen-' erator 86, has a belt 87 ,trained around the pulley thereof, and said belt is also trained around the pulley 82, to. receive a drive from the shaft 79, and the leads 88 and 89, respectively, from said generator, lead to a storage numeral 92, is connected to the other terminal of the storage cell 90, so that under a 4 normal operation of the engine 48, the circuit is closed through the generator 86, and storage cell 90, so that the storage cell is charged by the generator and the shaft 46, is ofcourse driven from the engine driven shaft 7 9. A brush 93, similar to the brush 85, is mounted in a position to contact the disk 84, when the engine driven shaft 79, slows down sufiiciently such that the governor 83, thrusts said plate along the shaft, thus establishing a circuit through the lead 92, and a lead 94, connected to said brush 93, said lead 94, being connected to a motor 95, with the other lead 96, from said'motor connected to the storage cell 90. Said'motor is adapted to drive the shaft 46, by means of a belt 97, trained about a pulley 98, mounted on said shaft 46, and of course when the motor 95, is driving the shaft 46, the pawls 81, merely click over the ratchet wheel 78, so that the engine driven shaft 79, is not rotated by the motor.

. An auxiliary stabilizing mechanism is also provided adapted to operate automatically to aid in preserving the equilibrium of an aeroplane by restoring the same to a safe angle of incidence when deviated therefrom under any conditions of flight. This anxiliary mechanism operates automatically to effect a shifting of the longitudinal instrument board 18, which is pivotally mounted for the purpose, as already mentioned. A plane or surface 101, is accordingly mounted as shown in Fig. 2, atone side of the body 3,

of the aeroplane upon a transversely extending horizontal shaft 102, journaled in suitable-bearings provided to support the same. At its ends said shaft is provided with a switch or contact arm 103, shown in detail in Figs. 19 and 22, having a resilient contact element 104, adapted to sweep over an insulating plate 105, provided with an are shaped contact 106, and two point contacts or terminals 107 and 108, respectively. lPivotally connected to a handle on the upper edge of said pivotally mounted instrument board 18, is a long lever or connecting rod. 109, which is in turn connected to a rod 110, which extends into a double thereof are connected to the terminal contacts 107 and 108, by wires 114 and 115, respectively, and connected to the terminal 106, is a wire 116, leading from a suitable source of current.

Referring now to the wiring diagram shown. in Fig. 2 1, a battery or any suitable source of E. M. F. is denoted by the reference numeral 117, one terminal of which is grounded and the other of which branches and leads to the respective switches 118 and 1 19. Connected to the switch 119, is .a'ma-in- .l ne wire 120', and connected thereto is the central or main lateral plumb lever 21, of the lateral control instrument board 19, by means of a wire" 121. Connected to said Wire 121, is a wire 122, which branches into the leads 123 and 123", leading to the arma.

ture bars 66 and 66", respectively, of the relays. One terminal of each of the respective relays 64c and 64;", is grounded, and the other terminals thereof are connected by wires 39 and 39 respectively, to the respective contact levers 32 and 32 The contacts 68 and 68*, respectively, of said re-' lays adapted to be closed by the armatures thereof, are connected by means of wires 12 1 and. 124", respectively, to the terminals 29- and 29 respectively, on the lateral control instrument board 19. The other terminals 69 and 69 respectively, on said re- .laysare connected by means of wires 125 and 125", respectively, with the contact terminal members 71 and 74 respectively. Connected to the wires 39 and 39", respectively, are wires 126 and 126 respectively,

Which lead to the terminals 28 and 28*, respectively, on the instrument board. The respective terminals 23 and 23 on each side of the main lateral plumb lever 21, are connected directly to the respective right and left lateral control plumb levers 26 and 26*, by means of wires 127 and 127".

The resilient terminal members 30 and 30", respectively on the lateral control instrument board 19, are connected to one another by a wire 128, which leads to the magnetic brake 129, adapted when energized to thrust its armature frictionally against the large gear wheel 57. The other terminal of said magnetic brake 129, is of course grounded. Wires 130 and 130", are connected to secondary longitudinal control plumb levers 26 and 26, and a single central main or main longitudinal control plumb lever 131.

. The operation 18 as follows:

Referring to Figs?) and 24, the position of the parts illustrates-the relation thereof when the gravity acting or plumb levers depend in normal position, that is, the vehicle von which the instrument boards are connected, is on even keel or at least in a normal attitude of flight. The mechanisms are capable of actuating the controlling means of the vehicle when the same is deflected from its proper attitude in a number of different ways, for instance, one board and its associated mechanisms having three possible phases of operation according to different degrees and diflerent intensities of deflection of the vehicle. The 'operation of the auxiliary surface 101, introduces still another phase of control of the machine, where dangerous conditions of lflight obtain without causing a readjustment of the mechanisms on the instrument boards, par-' ticularly the instrument board for longitudinal control of the machine. 1; The operation of the particular mechanisms for each of the instrument boards is identical, al though the mechanisms of the board 18, are connected to operate the longitudinal controls of the machine and the mechanisms of the lateral control board 19, to operate the lateral controls thereof. In the operation described in the following, reference only will be made to the operation of the mechanisms on the lateral control board 19.

First'assume a tilting of the aeroplane about its longitudinal aXis, resulting in 'a' depression of the right wing and an elevation of the left wing; the lateral control instrument board 19, will be tilted a slight amount in a clockwise direction so that the central gravity actin or lateral control plumb lever 21, will recelve moved into contact therewith the terminal 23". A circuit will thus be established through the main lateral control plumb lever 21, contact 23 wire 127*,plumb lever 26, resilient contact member 27 term1- nal 28, with which the resilient contact member remains in contact as the board is tilted, wires 126 and 39, to relay 64 thence by ground to battery 117, thence through switch 119, and main lead wire 120, and wire 121, to main lateral control plumb lever 21. The current through the relay 641*, causes the same to be energized, thus moving the-armature bar 66*, into contact with the terminal 69 and a secondary circuit is set up from the source of E. .M. F. 117, through swltch 119, main lead wire 120, wire 121, Wire 4122, branch wire 12?), to relay armature bar 66, contact 69*, wire 125 contact element 74", brush 7 6*, contact element 7 7, wire 130*, to clutch 49 and'thence by groundlre't'urn ng to battery 117. The energizingof the clutch 19 of course causes the gear mechanisms to rotate whereby thecontrollever 6, of the aeroplane is shifted to manipulate the 0011-. trols thereof. The tilt of the-aeroplane Wlll thus be arrested and corrected, and as the aeroplane returns to normal flying attitude the lateral control board 19, of course moves to the clutch 49*, so that actuation thereof 7 cases and the springs 63*, on the control lever .6, of the aeroplane serve to return the controls to normal or neutral position. The Inomentum of the aeroplane on its return movement continues the movement of the aeroplane back to normal, even though the release of the controls takes place prior to the time at which the aeroplane resumes its normal attitude of flight. Thus over-control or tilting of the aeroplane in an opposite direction due to over-manipulation or overcontrol of the controlling means, is avoided.

For a second phase of operation typical of the operation of either of the instrument boards, assume that the aeroplane'is again tilted, that is, the right wing depressed and the left wing elevated a greater amount than assumed in the preceding instance; then the movement of the lateral control instrument board 19, will again take place, but to a greater degree. This movement of greater magnitude, as pointed out in the foregoing, will cause the same sequence of operation to take place as in the preceding instance described, but inasmuch as the tilting movement of the aeroplane is not arrested but continues on a. further amount,

a second series of'o perationswill take place. The main lateral control plumb lever 21, will receive the contact 23*, thereagainst, whereby said plumb lever will be carried with the lateral control board 19, as the board is tilted with the aeroplane, and since the deflection of the aeroplane is of greater magnitude than in the preceding instance described, the contact point 28*, which is normally in circuit with the right lateral control plumb lever 26*, will recede therefrom, thus breaking the circuit to the relay 64?, while, on the other hand, the pivoted arm 32*,fwhich has frictional engagement with its pivot in the board 19, and tending to move as it does with said board 19, will close contact with the right lateral plumb lever 26 and as a consequence, a circult will be immediately established through said relay 64 to maintain the relay energized.

The relay 64*, thus energized, holds the relay armature bar 66*, in contact with the terminal 69*, thus establishing a secondary circuit from the source of E. M. F. 117,wire 120, wire 122, branch wire 123 armature bar 66 terminal 69*, wire 125 to contact element 74 throughbrush 76*, contact element 7 7 thence by ground to source of E. M. F. 117, so that the controls of the aeroplane will be manipulated a further degree yond that point at which the movement of the aeroplane'was arrested in the first instance described. This will finally cause the brush 7 6 to move from the contact element M so that the circuit will be broken and upon again moving into contact therewith an intermittent making and breaking of the energizing the clutch 49*.

,cases.

of operation of the parts of the apparatus circuit will be set up and take place as long as the relay is energized to hold the controls substantially ata fixed adjusted position.

Finally, however, the aeroplane will begin a return tilting movement, moving the lateral control board 19, therewith, and this causes'the friction arm 32*, to swing out of contact with the right lateral plumb lever 26 immediately breaking the circuit to the relay, causing the armature bar 66% to swing into contact with the terminal 68*, and de- The movement of the armature bar 66 into contact with the terminal 68 however, closes the brake circuit from point 29, which has moved into contact with resilient member 30*, wire 124", terminal 68 armature bar 66 wire 123, wire 122, wire 121, wire 120, source of E. M. F. 117, thence by ground to brake coil 129,

wire 128, to contact member 30 thus completing the circuit. The actuation of the brake of course serves to lock the mechanisms in an adjusted position whereby the controls are held rigid against the stress of the springs 6 of the controlling lever, while the plane is on its return movement from tilted position to normal attitude of flight. As the aeroplane returns almost completely to normal, the terminal contact 29, will finally'recede from the resilient contact 30*, sufii-ciently to break the circuit, thus breaking the circuit to the brake 129. The springs 6 then operate instantly to restore the controls to normal or neutral position.

Closure of'the contact 28?, by resilient elepf a magnitude greater than the first two "instances ,described, and one that cannot be adequately arrested nor rapidly enough by movement of the controls in a manner and to such alimit as described in the first two Assume the first and second phases to havetaken place, so that the tilting .of the aeroplane beyond extreme movement of the instances described continues, and of course movement of the instrument board 19, therewith. 'Under such conditions the frictional arm 32 is in contact with the right lateral control plumb lever 26", and the terminal 23*, is in contact with the main lateral control plumb lever 21, and the brush 76, is at an extreme end of the contact element 74.

In view of the magnitude of deflection of the aeroplanefrom normal attitude, however, the adjustment of the controls effected by such a position of the parts of the control boards has been insufficient to return the aeroplane to normal position or arrest the movement of the plane, and as the tilting angle becomes greater and the board moves therewith the frictional arm 36", will be moved downwardly with the board 19, to contact the right lateral control plumb lever 26 A circuit will now be established from the source of E. M. F. 117, main lead wire 120, wire 121, plumb lever 21, contact 23*, wire 127, right lateral control plumb lever 26, frictional arm 36, wire 38 contact element 7 3", brush 7 6*, contact element 7 7*, wire 130 magnetic clutch 49, thus actuating the controls and causing movement of the brush 7 6, out of contact with the contact element 74 which, however, will have no effect upon the circuit, the current leaving the clutch 493 and returning by ground to source of E. M. F. 117.

The magnetic clutch 49*, is therefore operated independently of the relay 6?, and

will continue to operate until the amplitude of movement oradjustment of the controls is such that the brush 7 6*, slides off and out of contact with the element 7 3*, this being the point of limiting adjustment of the aeroplane controls. At this point the springs 6, on the control levers of the aeroplane will tend to restore the aeroplane controls to normal or neutral, thus moving the brush 76, back into contact with the contact element 73*, thus energizing the clutch 49 to again operate the controls and shift said brush out of. contact, and this making and breaking of the circuit at the limiting position of the controls continues until the aeroplane begins its return tilting movement to normal attitude. 1

Of course, during a return movement of the board 19, the various mechanisms thereon are operated to close the electrical circuits in the sequence describedwith reference to the operation in the first two instances described, so that manipulation of the controls will take place until the aeroplane has almost returned to its normal attitude, and the controls will then be released to permit the aeroplane to continue its return under its own momentum to its original or normal attitude. It is obvious thatthe lateral com of the aeroplane, thus acting to adjust the controls to restore the aeroplane to normal attitude before the deflective movements may have become so serious as to cause accident.

In a deflecting movement which takes place opposite to that described, that is, resulting in a deflection of the left wing and an elevation of the right wing, exactly the same series of operations take place as described, except that the gravity acting left lateral control plumb lever 26", switch contact element 73", 7 4 7 7 and brush 76", and magnetic clutch 49 as Well as the other 12 connections, enter into the operation.

Although the lateral control board 19, may be adjustably mounted in the body of the machine, it, however, should never be necessary to adjust the angle of said board with respect to the aeroplane, for the reason that the board and its mechanisms will act automatically to insure proper banking of the machine in making a turn, due tocentrifugal force acting upon the lateral control plumb levers. That is to say, when the proper tilt of the aeroplane has been acquired, due to a lateral swing of the lateral control plumb levers when a turn is made,

the centrifugal force Will maintain said lateral control plumb levers in the same relative position with respect to the lateral control instrument board 19, as the levers would have when the aeroplane is flying horizontally and the board is in normalhorizontal position. Any deviation from the banking angle will cause closure of the circuit to set the controlling means of the aeroplane in operation in the same manner as a deflection of the aeroplane from normal flying attitude to cause return of the aeroplane to the proper banking angle. When the aeroplane is straightened out upon its course,.the centrifugal force made evident upon the lateral control plumb levers vanishes, and said plumb levers swing downwardly by gravity to close certain. of. the circuits to thereby operate the controls of the aeroplane to return the aeroplane from its banking position back to normal attitude for straightaway flight. i

The operations of the lateral control instrument board 18, and its associated mechanisms are identical with those of the lateral control board 19, described, the same oper'-' ating to properly take care of longitudinal deflections of the aeroplane from a true or normal attitude'of flight whic'hwould tend to move the machine to a dangerous position or attitude. However, a flying machine may encounter air conditions unknown to the operator which would not affect the angle of the machine with respect to earth, yet its attitude or relation to the air may be such that a dangerous angle of incidence is brought about, so that the stability of the machine in the air is a matter of serious moment. Fig. 2 illustrates the connection of the auxiliary stabilizing plane upon the machine, and Figs. 19 to 23 inclusive, together with a portion of the wiring diagram 24, illustrate the operating mechanisms thereof, Fig. 19 showing diagrammatically the manner in which the longitudinal control instrument board 18, is adapted to be shifted due to movement of the auxiliary surface 101. If the aeroplane should be tilted longitudinally for any cause whatsoever, as for instance, by flying into a very gradual ascending or descending current of air, so that the air flow on the opposite surfaces of the plane 101- would be equal the same as for normal attitude of flight, the plane 101, would not be tilted with reference to the aeroplane and yet the aeroplane would be shifted as a whole out of its path of flight, so that its angular position with respect to the earth would be changed. When such a tilting of the aeroplane occurs the longitudinal control instrument board 18, must of course necessarily move with the body of the aeroplane into its angled position, thereby causing a new adjustment of the longitudinal control plumb levers with reference to the contact members associated therewith to take place, thus closing certain electrical circuits in the manner described with reference to the lateral control instrument board 19, to cause actuation of the aeroplane controls to return the aeroplane to its normal attitude of flight.

However, in the event that themachine when flying in a predetermined course, either ascending, descending, or traveling horizontally, is met by a current or gust of air, either flowing upwardly or downwardly, or the machine suddenly passes into a moving stratum of air which has an upward or downward movement with respect to the direction of flight of the machine, the plane surface 101, will sense the abnormal conditions of flow of air which of course sets up a new attitude of flight of the machine with respect to the air, although the angle of the machine with respect to the earth may not have changed, and this new attitude of the machine with respect to the relative air, may create a very dangerous situation. The effect of the new atmospheric conditions encountered upon the surface 101, will be to swing the surface and thereby move the switch bar 103, to close against one or the other of the contacts 107or 108, as the case may be. This energizes one of the coils of the double solenoid 111, to cause movement of the armature 112, either in one direction or the other therein, to, through the long link 109, tilt the pivotally mounted longitudinal control instrument board 18. As a consequence, electrical circuits are closed to actuate the magnetic clutches and effect an adjustment of the longitudinal controls of the aeroplane to re-adjust the same to a new and safe attitude of flight.

It is apparent, therefore, that practically any conditions which tend to affect the stability of a machine in flight are immediately and automatically taken care of to preserve the equilibrium of the machine and insure absolute safety of operation thereof.

I am aware that various details of construction may be varied through a wide range without departing from the principles of this invention, and I therefore do not purpose limiting the patent granted otherwise than necessitated by the prior art.

I claim as my invention:

1. A stabilizing device for aeroplanes comprising a plurality of-plumb levers disposed laterally of the aeroplane to permit relative movement of the aeroplane and plumb levers, and a plurality of plumb levers disposed longitudinally of the aeroplane to permit relative movement between the aeroplane and plumb levers, each of said plumb levers independently mounted for movement, electrical circuits associated with sa d plumb levers, a plurality of magnetic clutches adapted tobe selectively set in opclutches set in operation by closure of said electrical contacts by movement of said boards with respect to said plumb levers to operate the controls of the aeroplane.

3. In a stabilizer of the class described, transversely disposed and longitudinally disposed instrument boards, a plurality of electrically connected plumb levers mounted independently of one another on each of said boards, contact members associated with said plumb levers" and boards, and magnetic clutches adapted to be selectively set in operation by closure of a contact between sald plumb levers and boards to operate the controls of the aeroplane.

4. In an automatic controlling device for vehicles a pair of instrument boards mounted at right angles to one another, a

plurality of independently mounted plumb levers on each thereof, electrical contacts associated with said boards and plumb levers adapted to be closed by relative movement therebetween, and magnetic clutches set in operation when certain of said contacts are closed thereby to operate the controls for the vehicle.

5. In an automatic controlling device for a vehicle a pair of instrument boards, one rigidly mounted and the other pivotally mounted on the vehicle, a plurality of plumb levers mounted on each of said boards, electrical contacts associated with said plumb levers and boards, and mechanisms adapted to be set in operation by closure of said contacts to operate the controls of the vehicle.

6. In a. stabilizer of the class described for an aeroplane a pair of instrument boards mounted at right angles to one another, one or" said boards rigidly mounted and the other pivotally mounted on said aeroplane, a plane surface connected when afiected by air gusts to tilt the latter of said instrument boards, a plurality of plumb levers on each of said instrument boards, contacts associated with said plumb levers and, boards, and mechanism set in operation by closure of said con tacts to operate the controls of the aeroplane.

7. In a stabilizer or" the class described, a plurality of instrument boards, a plurality of plumb levers on each thereof, electrical contacts associated with each of said boards and plumb levers, a plurality oi magnetic clutches electrically connected to the contacts, and mechanisms operated b said clutches when said contacts are ClOSGC to actuate the controls at a vehicle.

8. In a stabilizing device of the class described, a plurality of instrument boards, one rigidly secured to and the other pivotally mounted upon an aeroplane, mechanisms on said boards adapted to effect closure of electrical contacts when said boards are moved from normal, automatic means sensible to upwardly flowing and downwardly flowing air currents adapted to tilt said pivotally mounted board, and means set in operation by the mechanisms on said I boards to actuate the controls of a vehicle.

9. In a stabilizing device for vehicles, a

plurality of normally unconnected electrical contacts, means. operating to connect the same when the vehicle is diverted .itrom its course, a plurality of magnetic clutches, means normally driving the same from the power plant of the vehicle, a generator, motor and storage battery associated therewith whereby said generator is driven by the power plant to charge said storage battery, a governor cut out mechanism to connect said motor to said storage battery in the event of stoppage of said power plant to drive said magnetic clutches by said motor, said magnetic clutches electrically connected to said contacts to actuate driving mechanisms when said contacts are closed, and connections between said mechanisms and the controlling devices of the vehicle for actuation thereby.

10. In a device of the class described, thev combination with the power plant of a vehicle, of means driven thereby, automatically acting mechanisms adapted to energize said means, controlling devices adapted to be actuated by said means when the same are energized, and auxiliary mechanisms adapted to drive said means independently of the power plant when the'speed of operation of said power plant falls below a certain predetermined point.

11. In a device or the class described, an instrument board, a plurality of plumb levers thereon, each independently mounted, cont-acts associated with said plumb levers and said boards, one or said plumb levers adapted with another of said plumb levers to close electrical circuits when said board tilts in one direction, and the other of said plumb levers together with said second mentioned plumb lever adapted to close other circuits when the board is tilted in the 0pposite direction, and means set in operation by the closure of the circuits to operate the controls of a vehicle.

12. In a stabilizing device for vehicles of class described, a plurality ct boards, a plurality of plumb levers mounted independently of one another on each thereof, contacts associated with said plumb levers and boards, one or said plumb levers together with another thereof on one of said boards adapted to close certain of said contacts to efi'ect a circuit between the plumb levers closing the contacts when said board is tilted in one direction, and a third plumblever on said board operating with saidsecond mentioned plumb lever to close other contacts to efiect a circuit between the second and third plumb levers when the board is tilted in the other direction, and means set in operation by the closure of said contacts to operate the controls of a vehicle.

13. The combination with a flying machine and its controls, of a power mechanism for actuating said controls, comprising constantly driven magnetic clutches, a gear train adapted to be driven thereby, drums associated with said gear trains, cables connected to said controls and wound about said drums, a plurality of instrument boards mounted on the flying machine, and a plurality of independently mounted gravity levers on each thereot electrically connected to one another and to said power mechanism to cause energization of said clutches to actuate certain of the controls when movements of the dying machine cause relative lllll llll llld

movements between said levers and said instrument boards.

14. The combinationwith a vehicle and its controls, of magnetic clutches connected to actuate the vehicle controls, a plurality of instrument boards each having a. plurality of gravity acting levers pivotally mounted thereon, said levers mounted independently of one another, and electrical circuits between said levers and said magnetic clutches to cause actuation of the controls due to relative movement between said respective levers and said instrument boards.

15. The combination with a vehicle and its controls, of a power means for actuating the vehicle controls, and mechanism connected to control the operation of said power means comprising a stationary and an adjustable board,a plurality oft gravity acting levers pivotally mounted on each thereof,

and electrical circuits between said levers and said power means.

I6. The combination with a vehicle and its controls, of magnetic clutches connected to actuate certain controls, and a plurality of independently operable mechanisms for edecting a'selective operation of said magnetic clutches for actuation of said controls,

and a plurality of gravity acting levers forming a part of each of said mechanisms.

17. The combination with a vehicle and its controls, of magnetic clutches adapted to be selectively operative, and a plurality of sets of-gravity acting plumb levers control ling the actuation of said magnetic clutches, each, of said plumb levers of each set movable independently of the other, electric circuits between-each of said plumb levers and said magnetic clutches, certain I circuits adapted to be closed by one set of said plumb levers for one phase of operation of said controls and other circuits adaptedto be closed by certain other of said plumb levers for another phase of operation of said controls, and mechanisms operated by said magnetic clutches when the circuits are closed to actuate the controls of a vehicle.

18. The combination with a vehicle and its controls, of magnetic clutches selectively operable to selectively actuate said controls,

a plurality of instrument boards each pro'-- vided with mechanisms automatically operable and connected to cause a selective operation of said magnetic clutches, one of said instrument boards movably mounted to permit automatic adjustments thereof under certain conditions.

'19. The combination with a vehicle and its controls, of a selectively operative means connected to selectively operate said controls, a pair of instrument boards provided with mechanisms connected to selectively operate said means, one of said boards rigidly mounted and the other movably mounted to permit automatic adjustment thereof,

and a plurality of gravity acting means forming a part of the mechanisms on each of said boards.

20. The combination with a vehicle and its controls, of means for actuating the vehicle controls, and a. plurality of sets of independently operable automatic mechanisms connected to cause operation of said means, each comprising a main gravity acting plumb lever, secondary gravity acting plumb levers, situated between each of said secondary plumb levers and the main plumb lever adapted to be closed by the adjustments of the main and secondary plumb levers, said mechanisms adapted to cause operation of said means difi'erent degrees and for different periods of time for actuation of said controls, in accordance with the degree of adjustment imposed upon :said mechanisms by movement of the vehicle.

21. The combinationwith a vehicle and its controls, of means connected to actuate the vehicle controls, and automatically acting mechanisms each independently operable to eflfect a selective operation of said means for a selective actuation of said controls com prising instrument boards, a plurality of gravity acting means on each thereof, electric circuits between said gravity acting means, said boards, and said means, and a plurality of contact members forming a part of said circuitson each of said boards adapted to be brought into operation selectively according to the degree of relative adjustment between said gravity acting means and said boards.

22. The combination with a vehicle and its controls, and power mechanism for operating said vehicle of mechanism for adjusting the vehicle controls and normally connected to be driven by said power mechanism, said control mechanism comprising a 'pluralityof groups of independently operating circuit closure elements adapted to co-act with one another to cause manipulation of the controls of the vehicle and an auxiliary driving means for said controlling mechanism adapted to operatethe same automatically upon failure of the vehicle power mechanism to operate the same.

23. The combination with a vehicle and its cle controls and auxiliary means operatable independently of said power mechanism to operate said vehicle controls in the event of failure of said power driving mechanism.

24:. The combination with a vehicle and its controls of power mechanism for driving said vehicle, connections between the controls of the vehicle and the power mechanism, means controlling the application of power through said connections to said vehicle controls, to automatically preservethe stability of said vehicle and means for operating the vehicle controls independently of said power mechanism and operating automatically to transmit power through said connections in the event of failure of said power mechanism. v

25. The combination with a vehicle and its controls of power mechanism for driving the-vehicle, connections between the same and the vehicle controls, automatic means controlling the'application of power to said controls from said power mechanism, and automatic means adapted to transmit power to said vehicle controls for operationthere- 15 of in the event of failure of vehicle power mechanism.

In testimony whereof I have hereunto subscribed my name in the presence of two subscribing witnesses.

- ALFRED J. MAGY.

Witnesses:

CHARLES W. HrLLs, Jr., EARL M. HARDIN'E. 

